Control mechanism for engines



Nov, w32; N. GREENWELL CONTROL MECHANSM FOR ENGINES Filed May 7, 1930 12 Sheets-Sheet l www www?

Nov. 8, 1932. .,N. GREENWELL QONTROL MECHANISM FOR ENGINES Filed May 7, 1930 l2 Sheets-Sheet 2 L? g, M

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Filed May '7, 1930 12 Sheets-Sheet I5 @l al.

' grr/vanto@ NOV. 8, 1932. l N, GREENWELL 1,886,877

CONTROL MECHANISM FOR ENGINES Filed May 7, 1950 1 12 Sheets-Sheet 4 6 6:9 ff 6:? f Q F7' 4f 7; O g g p e 94| |||l|' S14/vanto@ mail ZZJWZZ.

Nov., 8j, w32. N. GREENWELL CONTROL MECHANISM FOR ENGINES 12 Sheets-Sheet 5 Filed May 7, 195D ,/llllllllll lll"Il"IIlllIlllIl"Hlll!llllllllllllllllllllllll"HUIll\\\\Q Nov. 8, 1932. N. GREENWELL 32556937? CONTROL MECHANISM FOR ENGINES l Filed May '7, 1950 12 Sheets-Shea?I 6 :3M/vanto@ Nav, QB. N. GREENWELL. 398359377 CONTROL MECHANISM FOR ENGINES Filed May '7. 1930 LZSheets-Sheet '7 Nov. 8, 1932. N. GREENWELL Lg?? CONTROL MECHANISM FOR ENGINES Filed May '7, 1930 12 Sheets-Sheet 8 e, mm Illllllll-m-Illlllllllllilllliy LSSG, 77-

NOVf 8, 1932 N. GREENWELI.

CONTROL MECHANISM FORr ENGINES Filed May 7. 1930 l2 Sheets-Sheet 9 N. GREENWELL 1,886,877

CONTROLy MECHANISM FOR ENGINES Filed May '7, 1930 12 Sheets-Sheet 10 Nov. 8, 1932.

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CONTROL MEGHANISM FOR ENGINES Filed May '7. 1930 l2 Sheets-Sinaai 1l Syvum/vio@ Nov. 8, 1932. N. GREENWELL 885377 CONTROL MECHANISM FOR ENGINES v Filed May 7, 195o 12 sheets-sheet 12 nati asses?? rinvii. ennnnwnnn, on nnrntnnnni, rnnnsvnvanrn, Assreivon roinnTi-innnnin srnnn consenta n oonronn'rron or rnnnsvnvnnrn oon'rlnor. ivincnnnrsia nonl Encinas flipping-:ion sied Mey' 7,` i930. y serial no. 450,430.v

trolling mechanism for engines used as auxilg iary propulsion units to increase the trac@ 5 tive force of railway locopiotives When malring grades or the like. Usually such auiriliary propulsion units are normally discon-l nected from the main 'locomotive and areV adapted to be entrained therewith' at the will *o of the engineer.

engineer Vthat when it is intended to use the mainilocomotive in its normal operation, Without the auxiliary, the latter is preclude from being operated inadvertently. v

Another object of my invention'is to pro' vide a controlling mechanism for preventing the auxiliary engine from being operated in one direction when the main'locomotive is connected from the main engine adapted to be operatively connected thereto whereinl 30 means are provided whereby the main engine is untrammeled in itsv range of operation, when it is desired to operate it Without `the auxiliary, but, when it is 'desired to have united. operation of the engines, the range of operp ation of the main engine is restricted.

Another object of my invention is to provide master control 'for the operating mechanism to assure the engineer, when the main 4Q engine control is in a. condition forffull range not he operated. Y n

another object of my invention is to .provide a means adapted to be set in one position to limit the range of operation of the main r engine when it is desired to operate the auxiliary engine, an d when set Vin another position precludes the operation of the auxiliary engine While the main engine is in condition for Jfull range of operation.

50 Another objectief my invention is to pro- The primary object of myl invention is to provide means toassure the ings in vvhichzq Y Fig. Vl illustrates diagrammatically a steam 65 9' setor operation in the opposite direction and Another object or" my invention is to pro-A of operation, that the auxiliary engine can` vide a means to positively restrict the opera.- tion of a main locomotive While the auxiliary engine is in a condition for operation.

A still further object of'myy invention is t0 provide al master control which operates to 55' automatically cooperate the operation of the auxiliary engine with respecttothe operation of the main engine When it is desired to operate the engines together. y

Other objects and novel features of my in- 60, vention will appear` hereinafter and will be more fully understood from the following description and claims taken with the drawlocomotive embodying my invention.

Fig. 2 illustrates diagrammatically one em"- bodiment of my invention, Tvvhen not inuse, as arranged for iiuid operation of the control mechanism of a one-Way auxiliarylsteam' en- 70 gine. 1 i Y Fig. 8 is the' same device as in Fig. 2'but` shown in position With the auxiliary steam engine inl use.

Figs. il, 5 and 6 show a plan view of the 75 master control lever and the throttle controlv leverof the device shown in Fig. 2 in their diterent operating positions. l 1 Y Figs. 7 and 8 show diagrammatically the arrangementl of thea-ir ports of the control S0 valves'vvhen taken along the llinesl 7-7 and 8 8 of Figs. 2 and 3 respectively, and in their respective. operating positions. i

Fig. 9V illustrates diagrammatically and in part section along the line 9 9 of Fig. l1 an- 85 other embodiment of my invention, when not in use, as arranged for mechanical operation of the master control with fluid operation of the throttle valve control of a one-Way auxiliary steam engine. Y Y v y Fig. l0 is .the same deviceasin Fig. 9 but shown in position with the auxiliary steam engine in use. Y y n f Figs. 11, 12 and 13 show a plan vien7 With part section taken along the line l1-ll of Fig. ,95 l0 of the master control lever and the throt-` tle control lever of the device shovvn in Fig.

9 in their diii'erent operating positions. Fig. 1,4 illustratesv diagrammatically yin parte another embodiment of Lmy invention, '100 when not in use, for a one-way auxiliary steam engine as mounted directly on the quadrant bracket of the locomotive reverse lever.

Fig. 15 is a part view ot the device shown in Fig. 14 and is shown as with the auxiliary steam engine in use.

Figs. 16 and 17 are plan views in part section of the Figs. 14 and 15 respectively.

Fig. 18 illustrates diagrammatically one embodiment of my invention as applied to a two-way or reversing steam engine.

Fig. 19 is a diagrammatic section of the control valve body taken along the line 19-19 of Fig. 18.

Fig. 20 illustrates diagrammatically the entrainment mechanism of aone-way auxiliary steam engine as arranged for two-way operation used in connection with my invention..

Fig. 21 illustrates diagrammatically the entrainment mechanism of a reversing auxiliary steam engine used in connection with my invention.

'F i0. 22 illustrates diaOrammat-icall` a re-` p z: y versing mechanism of a reversing steam engine used in connection with my invention.

. Fig. 23 shows a plan view of the master control lever and the Vthrottle control lever of the device shown in Fig. 18 when in an operating condition. s

Fig. 24 is a sectionalV view taken along the line 24-24 of Fig. 18.

^ Fig. 25 is a sectional view taken along the line 25-25 of Fig. 18, and with the control mechanism in an inoperative condition, and Fig. 26 isa sectional view taken along the same line as Fig. 25, when the control mechanism is in an operating condition.

Referring to the drawings 'morein detail,

wherein I show my controlling` mechanism used in connection with a main steam locomotive-'and its auxiliary steam locomotive, 10

designates steam locomotive having a boiler 11 or" usual construction for generating steam and atender 12 coupled thereto. An auxiliary steam engine 13 is suspended intermediate the axles 14 and 15 of the tender truck 16 and is adapted to be operatively connected Y to the axle 15 ot' the said truck through suitable gearing when the auxiliary steam engine 13 is turned over upon the admissionorn steam to its'cylinders 17, in a manner similar to that disclosed in Letters Patent 1,710,354 granted to R. S. A. Dougherty, et al., under date of Apr.' 23, 1929. lt being understood that my vinvention is not limited'to the use of such an the steam supply to the cylinders '17.- The pipe 2O leads from the saturated steam dome' 25 to the inlet side of the throttle 24 and supplies saturated steam to the cylinders 17 when the superheated steam supply is shut olf from the pipe 1 9 by reason of the functioning oi the main locomotive throttle 22. A. check valve 26 in the pipe line`19 acts to permit superheated steam to flow to the auxiliary engine throttle 24, and to prevent saturated steam from flowing back through the pipe 19.

Shut oil valve 27 in the pipe line 19 and shut off valve 27in the pipe line 2O are provided to shut off all operative steam from the cylinders 17 when the auxiliary steam locomotive is not to be used.

In the main locomotive cab .are located the main locomotive throttle lever 28, the main locomotive reverse lever 29, the auxiliary locomotive master control mechanism 30 and the interlock mechanism 31. A reach rod 32 connects the main locomotive throttle lever 28 to the main locomotive throttle 22. A pipe 33 connects the-auxiliaryl locomotive master control mechanism 30 to the main air reservoir (not shown) of the locomotive. In the pipe line 33 is provided a shut-oft' valve 34.

V'Referring to Figs. 2, 3, 4, 5, 6, V7 and 8, the auxiliary locomotive master control mechanism 30 comprises a casing 35 having cylindrical openings or boresv36, 37 and 38 formed therein for receiving the valve discs or plugs 39Y and 40, and the locking plunger 41, respectively. A casing plate 42 is attached to the casing by any suitable means. The casing 35 is provided with the ducts 43, 44 and 45. The casing plate 42 is provided with the ducts 46, 47, 48, 49 and 50. The valve plug 39 is provided with the ducts 51 and 52. The valve plug is provided with the ducts 53 and 54. The ducts 44, 43 and 46 connect the annular chambers 55 and 56 with the pipe 33. The duct 45 connects the annular chamber 57 with the pipe 58. The duct-s 47, 48, 49 and 50 connect with the pipes 59, 60, 61 and 62', respectively. The ducts 51 and 53, under certain conditions to be hereinafter described, communicate the pipes and 62 to the atmosphere through pipes 59 and 61, respectively; while the ducts 52 and 54, under certain other conditions to be hereinafter described, communicate the pipes 60 and 62 with the annular chambers 55 anc 56, 'respectively. The valve plugs 39 and 40 are operatively connected to the handles 63 and 64 respectively. The handle 63 has a segmental shaped flange 65 with stop edges 66 and 67 and a convex circular edge 68. The handle 64 has an irregular shaped ilange 69 with one concave circular edge 7 0 suitable for engagement with the convex circular edge 68 of the flange 65, and one other convex circular ledge 71.

The rotational movement of the handle 63 is limited by the stops 72 and 73 which engage, under ycertain conditions to be hereof the locking plunger 4l.

nism 31. `The interlock mechanism 31 comprises a casing 78 mounted on the reverse lever bracket 79, an interlock lever 8O piv otally mounted on the reverse lever bracket 79, and a stop member 81 mounted on the reverse lever 29. The casing 78 has a cylindrical opening or bore 82 formed therein for receiving` the interlock plunger 83. The interlock plunger 83 has a shoulder 84 which limits its upward movement by engaging a threaded plug 85 mounted in the upper part of the casing 78. The threaded plug 85 also acts as a guide for the interlock plunger 83 and as an abutting surface l'or the spring 86. The spring 86 acts to constrain the interlock plunger 83 in ay downward direction. A cylindrical end 87 on the interlock lever 8O engages in a slot in the upper end of the interlock plunger 83. The casing 78 has three chiots 88', 88 and 89, communicating with its cylindrical bore 82. The duct 88 connects the pipe 58 to the bore 82 at a point distant Jrom its lower end.V

rllhe duct 88 connects the bottom of the bore 82 to the pipe 60. The duct 89 connects the upper portion of the bore 82 to the atmos-r phere by means of the pipe 90.

The pipe 62 connects the master control mechanism 30 to the auxiliary throttle 24. rl`he auxiliary throttle 24 may be ot any well known type operable by a fluid motor 91.

The operation of my invention is as tollows:

Assuming that the auxiliary steam engine 13 is in an inoperative condition but ready :tor use when desired; the shut-ott valves 27 and 27 will be open allowing steam under pressure to flow through the pipes 19 and 2O to the inlet side of the closed auxiliary throttle 24, the shut-o valve 34 will be open to allow air under pressure to flow through the pipe 33, the ducts 43 and 44, to the chambers 55 and 56, and the parts of the master control mechanism 30 together with those of the interlock mechanism 31 are in the relative po-l sitions shown in Figs. 2, 4, and 7. ln this condition the engineer has free use of the reverse lever 29 to operateV the main locomotive throughout its ullrange ot' operation without interference by any part of the auX- iliary control mechanism or of the auxiliary steam engine 13.

The engineer now desiring to engage the auxiliary: locomotive to help out the main locomotive rotates the master control handle 63 clockwise until the stop edge 66 of the lange 65 comes in contact with the stop 73 as shown in Fig. 5 when further clockwise rot-ation is prevented. rlhis rotates the valve plug 39 causing the pipe 60 to be disconnected from the atmosphere and connects it to the chamber 55' -throughthe duct 52 as shown in Figs. 3and 8. Airunder pressure then flows through the pipeV 60 and ductA 88 in the casing 78 and exerts pressure on the underside of the interlock plunger 83.

This pressure is` suitlcient to overcome the weight exerted by the interlock plunger 83 and the reaction of the spring 88, and the plunger 83 tendsv torise carrying with it the cylindrical end 87 of the lever 80. The interlock lever 8O is so designed that it the engineer has the reverse lever 29 in the p position corresponding to the direction in which it is desred to operate the auxiliary engine (which is in the forwarddirection in this specific case) the plunger 83 will rise until the shoulder 84 engagesthe underside of the threaded plug 85 and places the lever 8O in the position shownV in Fig. lt will be seen that in the latter position the stop face 94 is placed in the path ot the stop member 81, and thus limits the range of operation of the reverse lever 29 to the particular section of the quadrant. lll hen the plunger 83 is in its raised position its lower end has passed over and uncovered the duct 88 where it en# ters the bore 82, thereby allowing air under pressure to flow through the Vduct 88and through the pipe 58, and through the duct V45 ot the casing 35 into the chamber 57 'The el'ective air pressure on the plungerf41 acts to overcome the resistance of the spring 77 and withdraws the plunger 41 from its engagement with recess 7 6 in the flange 69 of the handle 64.V TWith the plunger 41 and the lever 80 in the positions shown in Fig. 3 the Y engineer is limited in'his use of the main locomotive reverse lever to positions that correspond to forward operation ot th-e locomotive (here shown onl the left half of the reverse lever quadrant). rhe operator may now make use of the auxiliary engine by rotating the throttle handle G4 clockwise until preventedby the stop 74 as shown in Fig.. 6.Y

This rotation of the throttle handle 64 results in the rotation of the valve plug 40 which in turn results in the pipe 62 being disconnected from the atmosphere and in becoming con# nected to the chamber 56 through-the duct 54 as shown in Figs. 3 and 8. Air under pressure from the chamber 56 then flows through the pipe 62 to the air motor 91 of the aukiliary throttle 24, opening. the throttle and allowing steam under pressure to iow tothe cylinders 17 ofthe auxiliary steam engine.VK Thereupon the latter is automaticallyA entrained with the locomotive in the manner set forth in the Letters Patent aforemen- 5 Vtioned Vhen the engineer desires to discon- Y Fig. 6 to that shown in Figs. 4 and V5, discon-I nects the pipe 62 from the air under pressure in chamber 56 and connects the pipe 62 to the atmosphere allowing the air under pressure within the motor 91 to escape. This results 1 in the closing of the auxiliary throttle 24 to shut o6 the motive power to the auxiliary locomotive. At the same time the recess 76 becomes positioned over the top of the locking plunger 41. In moving the master control handle 63 from the position shown in Fig. 6 to that shown in Fig. 4, the engineer disconnects the pip-e 60 from the air under pressure in chamber and connects thel pipe 60 to the atmosphere, allowing the air under pressure within the pipe 60, bore 82, duct 88', pipe 58, and chamber 57 to escape. This permits the locking plunger 41 to rise under the action of the spring 77 thereby lockinov the handle 64 in its inoperative position, ancpermits the plunger 83 to return to its original posit-ion under the action of the spring 86 as shown in Fig. 2. The stop face 94 is withdrawn from the path of the stop member 81 and reverse lever is free to be moved to any position across the quadrant. It should be noted that when exhausting the air from the pipe 58 the air first escapes back through the pipe 60 until the piston head 93 of the interlock plunger 83 passes down over the inner Y port of the duct 88 then the remaining air under pressure in the pipe 58 may escape to the atmosphere through the pipe 90.

My invention provides for several safeguards that prevent improper functioning of the auxiliary locomotive. In the proce-- dure described above it was assumed that the entrainment and disentrainment of the auxiliary locomotive was properly done. Should the engineer through carelessness, or otherwise, after having properly opened the master control lever, attempt to move the locomotive reverse lever from its forward position to a reverse position he would find `the way .blocked by reason of the stop member 81 coming in contact with `the face 94 of the interlock lever 80, as shown in Fig. 3. He is thus limited to proper manipulation of his locomotive reverse lever 29 in a forward direction only as long as the master control handle 63 is in its operative position shown in Fig. 2.v If he gineer, having his main locomotive reverse lever in its reverse position attempt to engage the auxiliary locomotive he will iind 1t impossible to do so, since, though he may open the master control handle 63, the interlock lever 8O and in turn the plunger 83 cannot rise, as the face 95 of the lever 80 will contact with the face 96 of the stop member 81 thus preventing the duct 88 from being uncovered by the piston head 93 of the plunger 83 and thereby making it impossible to unlock the throttle lever 64, and unless the throttie lever 64 is unlocked the throttle 24 cannot'be opened. Also, should the engineer attempt to open the throttle handle 64 before having opened the master control handle 63 he iinds the way again blocked. By reason of the convex and concave engagement of the edges 68 and 70 of the handles63 and 64, respectively, the handle 64 cannot be rotated clockwise to open until the handle 63 has been rotated clockwise to its position against the stop 73. In this position the corner formed by the intersecting of the edges 67 and 68 on the handle 63 will just clear the -periphery of the edge 71 of the handle 64, and the latter may then be opened. JAgain, should the engineer, having properly operated the auxiliary locomotive, attempt to close the master control lever without iirst shutting ofi the auxiliary throttle, he will nd his effort blocked by reason of the fact' that the corner formed by the intersecting edges 67 and 68 on the handle 63 is in contact with the periphery of vthe convex edge 71 on the handle 64. Before the handle 63 can be closed the handle 64 must be in its fully closed position as shown in Fig. 5, at which point the center of radius of the convex edge 68 of the handle 63 is coincident with the center of radius of the concave edge of the handle 64. it will be easily seen that by extending the stop member 81 transversely from the reverse lever 29 toward the face 94 or by moving said face further along the lever 8O toward the section of the quadrant in which said lever operates during auxiliary operation or by changing the position of both stop faces, T. am able to further limit the range of operation of the reverse lever during the auxiliary operation. By such simple change the locomotive can be positively restricted to low speed operation while the auxiliary is in a` condition for operation.

My invention is not limited to the use of a Huid under pressure to perform the automatic features of operation. Tn Figs. 9, 10, 11, 12 and 13 l show a modification of my invention in which I use well known mechanical means to connect the master control lever drical openings or bores 99 and 100 formed therein for receiving the spindle 101 and the valve disc or plug 102, respectively. A casing plate 103 is attached to the casing 98 by any suitable means. rlhe casing 98 is provided with a duct 104 which connects the Y annular chamber 105 with the pipe 33. rllhe valve plug 102 has ducts identical in function and operation to the ducts 53 and 54 shown in Figs. 7 and 8 for the valve plug 40. The

casing plate 103 has ducts for the pipes61 and 62 identical in function andoperation to the ducts 49 and 50 shown in llig. 2. rlhe spindle 101 and the valve plug 102 are operatively connected to the handles 106 and 107, respectively. The handle 106 has a circular shaped flange 108 having a cut out portion with stop edges 109 and 110 which limits the rotational movement of the handle-106 by engagement with the stop pin 111 mounted in the casing 98, a cut out portion with the cam edge 112, and the convex circular cam and stop edge 113, the latter being concentric with the axis of rotation of the handle 106. The handle 107 has a circular shaped flange 114 with a concave circular edge 115 complementary to the convex circular edge 1130i the handle 106. A circular slot 116 concentric with the axisof rotation of the handle 107 is provided in the flange 114 and serves to limit the rotational movement of the handle 107 by engagement with the pin 117 mounted Von the casing 98. rEhe casing 98 has an extension 118 in which is journalled the shaft 119. The lever 120 is secured to the upper end of the sha-ft 119 by any suitable means such as a key 121. Attached to the lever 120 is the shouldered pin 122 which 4rotatably mounts the roller 123. On the lower end of shaft 119 is secured the lever arm 124 by any suitable means such as the key 125. rlhe outer end or" the lever arm 124 is formed in an arc 126 and mounted therein are the plug 127 and a flexible wire 128. The plug 127 maybe screwed or otherwise suitably mounted in place on the lever arm 124, and is secured to the end of the flexible wire 128 by any suitable means such as enlarging the end by riveting and then vsoldering or brazing. A circular'seat 129 concentric with the axis of the shaft 119 forms a bearing for the flexible wire 128. The guide plug 130 is screwed or otherwise suitably mounted in an extension 131 to the casing 98 and maintains the wire 128 tangential with V'respect to the seat 129. Secured to the guide plug 130 by brazing or other suitable means 1s the flexible casing 132. rlhe combination ofthe flexible wire 128 with the flexible casing 132 forms a mechanical device commonly known as the Bowden wire. Theflexible c asing 132 is usually formed of one or more coils of spring wire adapted to assume reasonable vsharp turns, and, when the ends are fixed, it

permits of considerable latitude of movement of the intervening portion .without materially changing its length; By this means the flexible wire 128,*being equally as flexible, is given the support of the surrounding flexible casing 132 and is constrained to follow the path as-i mounted on the reverse lever bracket79, an`

interlock lever 135 pivotally mountedon the reverse lever bracket'79, and a stop member 136 mounted on the reverse lever 29. The casing 134 has a cylindrical openingv or bore 137 formed therein for receiving the interlock plunger 138. The lower portion jof the bore 137 is threaded to receive the plunger guide plug 139. The plunger guide plug 139 has a cylindrical opening or bore 140,v the upper end of which serves as aguide for the low-er end of the interlock plunger 138, while the lower end ofthe bore 140 is threaded to receive the guide plug 141. p The guide plug 141 has a cylindrical bore 142, the upper vportion of` which acts as a guide for lthen flexible wire 128, while in the'lower portion is fixed bysoldering or brazing,or other suitable means, the other end of thefflexible casing 132. A lock nut 143` is provided to locky the guide plug 141 to the plunger guide plug and the flexible casing 132. The flexible wire 128 is attached to the interlock plunger 138 by forming a suitable head 144 on the flexible wire 128 and inserting the saine in a T slot 145 in the interlock plunger 138, which permits of a relative movement about their axes between the flexible wire 128 and the interlock plunger 138. I

A spring 146 co-acts with a shoulder on the inner end of the plunger guide plug 139 and a shoulder 147 on the interlock plunger 138 to constrain the latter in an upward direction until limited by ya shoulder en the upper inner end of the bore 137. A cylindrical end'148 on the interlock lever 135 engages in a slot in the upper end of the interlock plunger138. l

The function and method of operating vthe handles of the above mechanical modification of my invention is practically idr'anticalv `to those of the fluid operated control mech` essary to provide the safety feature of the locking plunger 76 locking the handle 64 until the interlock lever 80 was in its proper operating position. However, with the flexible wire, of the mechanical device type of conltrol, being directly attached to the interlock lever 135 the use of the locking plunger 76 becomes unnecessary, since, if the locomotive is being operated in a reverse direction as indicatedby the reverse lever 29 being in the position shown in dotted lines in Fig. 9, then any movement of the handle 106 becomes impossible and this in turn prevents movement Yof the throttle handle 107. The reason for this will now'be explained.

When the engineer attempts to operate the master control handle 106 by rotating it clockwise he brings the cam edge 112 of the f handle iiange into engagement with the roller Y and clockwise rotation of the levers and 124 follows upon continued rotation of the handle 106. When the lever arm 124-moves clockwise the flexible wire 128 by reason of its attachment to the. plug 127 is pulled to the right and the movement is transmitted to the other end of the wire attached to the interlock plunger 138 pulling the latter downward together with the interlock lever 135. This takes place on the assumption that the reverse lever is in its proper forward position. Y Should the engineer attempt to rotate the control handle 106 when'therevers-e lever is in its reverse position as shown in dotted lines in Fig. 9 then movement of the master control handle 106 is stopped at once by reason of the engagement of the edge 149 on the interlock lever with the -edge 150 of the stop member 136.

Where its installation permits and distant control is not essential I have devised another modification of my invention in simple form and which I show in 14, 15, 16 and 17. This modication performs its function and has the same safeguards practically identical to the fluid operated and the. mechanical operated Idevices heretofore described. this reason it will be unnecessary to further repeat these features as they willbe apparent to anyone skilled in the art. rlhe reverse lever 29 and its bracket 7 9`r together with the pip-es 33, 61 and 62 are assumed to be the same asin the devices previously described. The pipe 62 is connected as heretofore described For instaat/7 but the throttle v24 with itsfluid motor 91 is not shown. Furthermore the valve plug 151 mounted in the casing 152 corresponds in function, operation, and in its pipe connections.y to the valve plug 40 shown in Figs-T- 70 2, 3, 7 and 8.- As shown in Figs. 14 to 17 inclusive I have reduced the necessary number of parts required considerably in placing the master control handle 153 directly on the linterlock lever 154 by eliminating the pre'75 viously described operating mediums for functioning the interlock lever 154, and which results also in having the throttle control lever 155 interlock directly with the interlock lever 154. As shown in Figs. 14 and -15 a casing 152 is mounted on the reverse lever bracket 7 9. The casing 152 has a cylindrical opening or .bore formed therein for receiving the valve plug 151, and is further provided with :1f-S5 slot 156 which gives guiding engagement to the interlock lever 154. -The valve plug is operatively connected to the throttle control handle 155. The throttle control handle 155 has a circular iiange 157 cut out to form stop 9U faces 158 an-d 159 which engage the pin 160 mounted on the casing` 152 to limit the rotational movement of the throttle control lever 155, and is further provided with a slot or K notch 161 which in the inoperative position `95 of the control device as shown inFig. 14 engages the end of the interlock lever 154. The interlock Vlever 154 is pivotally mounted on the reverse leverbracket 79. The master: control handle 153 attached to the interlock lever 154 has formed therein a bore 162 to receive a detent plunger 163 and a spring 164. The spring 164 reacts between the closed end of the bore 162 and the inner end of thedetent plunger 163 to constrain the detent 195 plunger in an outward direction against the reverse lever bracket 79. The outer end of the detent plunger is slightly conical, the point of which engages the small recesses 165` and 166 in the reverse lever bracket 79 in il such a way that sufficient resistance is offered against disengagement as to aid in holding the interlock lever 154 in the position determined by which of the small recesses 165'. A .and 166 thedetent plunger is engaged. r1`he d interlock lever 154 is provided with a slot or notch 167 which in the operating position of the control device as shown in Fig. 15 engages'the flange 157 of the handle 155. A` n latch member 168 is mounted on the reverse t lever 29 and functions in the same manner as described for the latch member 81 in Fig. 2.

1t will be apparent to anyone skilled in the art that I have provided in the device shownV i. in Figs. 14 to 16 inclusive a control mechanism to perform all the functions with all the safeguards that are described above with reference to the control mechanism shown in Figs. 2 to 8 inclusive, and this modification is T very useful and economical when the arrangement of the reverse lever in the engineers cab permits ot its being installed with the master control handle 158 and the throttle control handle 155 in convenient reach of vthe engineer.

rlhe control mechanisms sho n in the Figs.`

' 2 to 17 inclusive and heretofore described 'for one-way operation of the auxiliary locomotive in a'torward direction. it will be apparent to anyone skilled in the art that the Y same control 1 iechcnisne could he applied to an auxiliary loc-ometive that operated in a reverse direction. 1n the case of auxiliary locomotives that operate at will in either di- .for forward propulsion and rect-ion, commonly'lrnown as two-way or reversible auxiliary locomotives,fit is not sul"- iicicnt merely to apply two setsof control mechanisms that will function for either direction. ln Figs. 18 to 26 inclusive l have shown a modiiication of my invention adapted to a two-way or reversible auxiliary locomotive, that is, one which is adapted toassist the locomotive either forward or backward l will now proceed to describe theV type shown in or' of thatshown in Figs. 21

and 22.

Reterr o; to Figs. 18, 19,28, 24, 25 and 26,Y the reversible a Xiliary locomotiveV master control mechanism comprises the casing 172 to which is suitably attached the casingplate 178. rlhe casil c 172 has the cylindrical openings or bores 174 and 17 5 formed thercinto receive the valve plugs 176 and 177 Vwhich are operatively connected to the master control handle 178 and the throttle control handle 179, respectively. VFurthermore the casing 17 2 has formed therein the bore 180 (Fig. 19) :for the loclzin plunger 181, and the bores 182 and-188 for the l ching plunger pistons 184 185. The herr-e180 communicated at its lower portion with the bores 182 and 188 by means of a slot 1c6 which acts as a guide for the link 187 connectiethe locking plunger 181 to the lccling plunger pistons 184 and 185. The plunger 181 is slotted at lower 4end to receive the linlr slots 191l and 192 formedtherein engaging the pins 198 and 194 mounted in the pistons 184 and 185, respectively, permits ot1 relative limited transverse and rotational movement between the linlr 187 and the pistons 184 and 185. rl`he springs 195 and 196 are placed un der compression between the lower ends ot the pistons 184 and 185 and the bottom of the bores 197 and 198, respectively, in the casing plate 178, and tend to constrain simultane-- ously both pistons in an upward direction.

rlhe casing 172 is provided with the ducts 199, 20o, 201, ses, 20s, 204, 205, coe, 207, 208,

209, 219, 221, 228, 227 and 229. The casing plate 178 is provided with the ducts 210 to 215 inclusive. The master control valve plug 176 is provided with the ducts216, 217, 218, 220, and 222, while the throttle'control valve plug 177 is provided'with the ducts '224,A 225,

226, 228 and 280. The duct 199 is connected to the duct 201 by means of the pipe 281.

The duct 200 yis connected to the pipe 282. The ducts 202 and 208 are connected to the pipes 288 'and 284 and communicate with the annular chambers 244 and 245 respectively. The ducts 204, 205 and 206 are-con Vnected to the pipes V285, 286 and 287 respectively. The annular chambers 288 and 289 formed by the valve plugs 176 and 177 within the bores 174 and 175 respectively are communicated one with the otherand with the duct 218 by means of the ducts 207, 208 and 209. The ducts 210, 211, 212, `218, 214 and 215 areconnected tothe pipes 240, 241, 242, 88, 248and 62, respectively.

Y The ducts 216, 217, 218, 220 and 222,'due to the operation of the master control handle 178, may each assume three different positions, as follows: When the mas-ter control handle 178 is closed, as is indicated in FigQ`19, then the duct 216 communicates the duct 205 with the duct`206; the duct 217 communi- Cates the duct 200 with the duct 204; the duct 218 communicates only with the annular chamber 288; the duct 220 communicates the duct 219 with the duct 221; and the duct 222 communicates the duct 228 with the duct 221. V17 hen the master control handle178 is turned counter-clockwise .to the .position indicated in full lines in F 28, then the duct 216 communicates the duct'206 with the duct 199; the duct 217 communicates only with the duct 204; the duct 218 communicates the annular chamber 288 with the duct 219; the duct 220 communicates only with'the duct 221; and the duct 222 communicates only with the duct 221. When the master control handle 178 is turned clockwise to the position indicated by the dotted lines in Fig. 28, then the duct 216 communicates only with the duct 205; the duct 217 communicates the Aduct 199 with the duct 200; the duct218 communicates the annular chamber 288 with the duct 228; the duct 220commun1cates only with the duct 221 g and the duct 222 communicates only with the duct 221.

' The duct 221 communicates at all times with the ducts 220 and 222. The duct 229 communicates at all times with the ducts 224 and 228. |The duct 225v communicates directly with the duct 226. The ducts 219, 221, 223, 209, 229 and 227, in the casing 172 are positioned respectively over the ducts 210, 211, 212, 213, 214, and 215 in the casing plate 173, and are therefore at all times in respective communication therewith,

The ducts 224, 226, 228 and 230, due to the operation of thc throttle control handle 179, may each assume two different positions, as

follows: Vhen the throttle control handlel 179 is closed as is indicated in Fig. 19, then the duct 224 communicates the duct 201 with the duct 229; the duct 226 communicates only with the annularchamber 239 through the duct 225; the duct 228 communicates the duct 227 with the duct 229; andthe duct 230 communicates only with the annular chamber 239. And when the throttle control handle 179 is open as is indicated in Fig. 23, then the duct 224 communicates only with the duct 229; the duct 22,6 communicates the annular chamber 239 through the duct 225 with the duct 201; the duct 228 communicates only with the duct 229; andthe duct 230 communicates the annular chamber 239 with the duct 227.

1n Fig. 20 I show diagrammatically the reversing mechanism of one type of a reversi ing auxiliary locomotive adapted for use with my control mechanism. Inthis type of reversing auxiliary locomotive the steam cylinders 17 (Fig. 1) operate the engine crank 246 of the auxiliary engine 13 in one direction only, and reversing is effected by a train of l gears which may be so entrained as to drive the axle 15 of the auxiliary locomotive in the desired direction. The reversing mechanism comprises an engine shaft gear 247, fixed upon the engine shaft 246, which engages at all times the forward idler gear 248 rotatably mounted upon a shaft` 249. The forward idler gear 248 engages at all times a reverse idler gear 250 rotatably mounted upon a shaft 251. An axle gear 252 is fixed upon the axle 15. The shafts 249 and 251 are mounted in a fixed position in a bracket 253, which is rotatably mounted upon the engine shaft 246 and is yieldingly held in a neutral position in which neither of the idler gears 248 and 250 are in engagement with the axle gear 252. This yieldingly positioning of the bracket 253 is accomplished by engaging an extension arm 254 of the bracket 253 between two opposed spring ypressed plungers 255 and 256, slidably mountedin the casing 258, which are spaced, when in a constrained position of rest, with their opposed ends apart a distance equal to the diameter of the cylindrically shaped end 257 of the arm 254. .The opposed ends of the plungers 255 and 256 together with the extension arm 254 extend into a central opening 259 in the casing 258. The bracket 253 may be rotated clockwise by overcoming the resistance offered to movement along its axis of the spring pressed plunger 255, and the bracket 253 may be rotated counterclockwise by overcoming the resistance .offered by the spring pressed plunger 256. The faces260 andr261 within-the opening 259 of the casing 258 act as stops to limit the rotational movement of the bracket 253. The casing 258 together with its attached parts is mounted as a unit to some stationary part of the auxiliary engine, such as its main bed frame (not shown). Formed within the casing 258 are the two opposed co-axial bores 262 and 263 in which is slidably mounted a single double headed plunger 264. A t a midpoint between the heads of the plunger 264 a rectangular slotted hole 265 is formed therein, in which a portion 266`of the arm 254, provided with cylindricallyshaped faces, has transversely slidable and rotatable engagement. The depths of the bores 262 and 263 are such that the plunger 264 may be moved axially in either direction an amount determined by the angulary movement of the bracket 253. lThe heads of the plunger 264 together with the inner ends of the bores 262 and 263 form the chambers 267 and 268 to which the pip-es 269 and 270 are communicated by means of the ducts 271 and 272. By means of the pipes 269 and 270 a fluid underpressure may be brought to exert its force against either end of the plunger 264 as desired. n

- The engine shaft 246 together with the gear 247 always rotates in a clockwise direction, which, by reason of their constant engagement, causes the idler gear 248 to rotate in a counter-clockwise direction and the idler gear 250 to rotate in a clockwise direction. 1f it is desired to engage the axle gear 216 so as to exert a driving force in a forward direction to the axle 15 it is only necessary to communicate the chamber 268 by means of the pipe 27 0 to a source of fluid pressure sufficient to move the plunger 264 against the resistance offered by the spring pressed plunger 255 and any weight component that may reside in the assembled unit of the bracket 253. Assuming this to have been done, and that the chamber 267 is under atmospheric pressure only, the plunger 264 is forced to move axially upward and by reason of its engagement with the arm 254 of the bracket 253 causes the latter to rotate clockwise until stopped by the bracket arm 254 engaging the stop face 260 of the casing 258, at which time the idler gear 248 will be fully enmeshed or entrained with the gear 252 and will exert If it is desired to reverse the effect of the 

